Stabilizer bar arrangement and all-terrain vehicle

Abstract

The application relates to the technical field of vehicles, in particular to a stabilizer bar device and an all-terrain vehicle. The stabilizer bar device comprises a shell, a gas-liquid cylinder, a chuck, a claw disc, a first torsion bar and a second torsion bar, the gas-liquid cylinder is fixedly connected with the shell or is integrally formed with the shell; the chuck is at least partially installed in the shell; the claw disc is installed in the shell and cooperates with the chuck; the first torsion bar is connected with the chuck; the second torsion bar is connected with the claw disc; wherein, in a first state, the claw disc is in clamping cooperation with the chuck; in a second state, the claw disc rotates relative to the chuck and slides along the axial direction of the chuck. The gas-liquid cylinder is fixedly connected with the shell or is integrally formed with the shell, so that the structure of the stabilizer bar device is more compact and simple, and the volume is small. Moreover, the gas-liquid cylinder is integrated on the shell, the integrated utilization rate of the shell is improved, and it is unnecessary to set a conveying oil pipe to connect the gas-liquid cylinder with the shell, so that the situation that the conveying oil pipe is prone to twisting and expansion is avoided, and the driving comfort and passability of the vehicle are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a stabilizer bar device and an all-terrain vehicle. Background Technology

[0002] A stabilizer bar, also known as an anti-roll bar, is an auxiliary elastic element in a vehicle's suspension. Its primary function is to prevent excessive body roll during cornering, thus improving ride comfort. The stabilizer bar is positioned between the two front wheels and / or the two rear wheels. When the vehicle corners, the wheels on either side of the stabilizer bar experience different forces, resulting in a difference in vertical travel between the two wheels. The stabilizer bar then twists, generating a force to counteract this torsion. This torsional force prevents excessive height difference between the wheel axles, which could lead to excessive body roll, thereby increasing vehicle stability.

[0003] The existing stabilizer bar is a one-piece tubular component that can prevent body roll and improve comfort to some extent. However, the existing stabilizer bar has a single fixing method and its stiffness cannot be adjusted. Although it can ensure passability for vehicles traveling on flat roads, for vehicles such as all-terrain vehicles traveling on rough roads, the different road conditions of the left and right wheels can easily cause all four wheels to not be in contact with the ground at the same time, which greatly reduces the vehicle's passability and driving stability. Summary of the Invention

[0004] To address the shortcomings of existing technologies, this invention provides a stabilizer bar device and an all-terrain vehicle that are compact, small in size, structurally stable, and capable of generating a large difference in wheel travel.

[0005] To achieve the above objectives, the present invention adopts the following technical solution: a stabilizing bar device, comprising: a housing; a pneumatic-hydraulic cylinder, which is fixedly connected to or integrally formed with the housing; a chuck, which is at least partially installed inside the housing; a claw plate, which is installed inside the housing and cooperates with the chuck; a first torsion bar, which is connected to the chuck; and a second torsion bar, which is connected to the claw plate; wherein, in a first state, the claw plate and the chuck are engaged; and in a second state, the claw plate rotates relative to the chuck and slides along the axial direction of the chuck.

[0006] Furthermore, the housing includes an oil chamber and an oil passage, the pneumatic-hydraulic cylinder includes a pneumatic-hydraulic chamber, the oil chamber is located on the side of the claw plate away from the chuck, the oil passage is at least partially located above the oil chamber, and the pneumatic-hydraulic chamber is connected to the oil chamber through the oil passage.

[0007] Furthermore, the oil circuit includes: a first oil passage, one end of which is connected to the oil cavity; a second oil passage, one end of which is connected to the first oil passage; and a third oil passage, one end of which is connected to the second oil passage, and the other end of which is connected to the gas-liquid cavity.

[0008] Furthermore, the housing includes: a main housing, a pneumatic-hydraulic cylinder connected to the main housing, and an oil chamber located within the main housing; a first mounting body connected to the main housing, and a first oil passage located within the first mounting body; and a second mounting body connected to the main housing, with at least a portion of the second and third oil passages located within the second mounting body.

[0009] Furthermore, the housing also includes a pressure measuring oil passage and a third mounting body. The third mounting body is located on the side of the first mounting body away from the second mounting body and is connected to the main housing. One end of the pressure measuring oil passage is connected to the gas-liquid chamber, and the other end of the pressure measuring oil passage is connected to the interior of the third mounting body. The stabilizer bar device also includes: a solenoid valve, which is mounted on the second mounting body and connected to the second oil passage; a plug, which is mounted on the second mounting body and connected to the first oil passage; and a pressure sensor, which is mounted on the third mounting body and connected to the pressure measuring oil passage.

[0010] Furthermore, the stabilizer bar device also includes: a connecting shaft, which is at least partially installed inside the housing, and one end of the connecting shaft is sleeved on the chuck and is rotatable relative to the chuck; a claw disc is sleeved on the connecting shaft and connected to the connecting shaft, and the claw disc is slidable along the axial direction of the connecting shaft; wherein the claw disc, the connecting shaft, and the housing form an oil cavity, and the second torsion bar is connected to the connecting shaft.

[0011] Furthermore, the stabilizer bar device also includes: an end cap, which is installed on the end of the housing near the chuck; a first bearing, which is sleeved on the chuck and located between the chuck and the end cap; a second bearing, which is sleeved on the end of the connecting shaft away from the chuck and located between the jaw plate and the housing; a first oil seal, which is sleeved on the end of the chuck away from the jaw plate and located between the end cap and the chuck; and a second oil seal, which is sleeved on the end of the connecting shaft away from the chuck and located between the housing and the connecting shaft.

[0012] Furthermore, the stabilizer bar device also includes: a first seal installed between the housing and the connecting shaft; a second seal installed between the claw disc and the housing; and a third seal installed between the connecting shaft and the claw disc.

[0013] Furthermore, the chuck is provided with multiple first protrusions, and a groove is formed between two adjacent first protrusions; the claw plate is provided with second protrusions, which can engage with the grooves, and the sidewalls and bottom surfaces of the grooves are set at obtuse angles. The angle complementary to the obtuse angle is defined as α, and the sliding friction coefficient of the claw plate is μ; in the second state, α and μ satisfy:

[0014] This application also provides an all-terrain vehicle, including: a frame; wheels, including front wheels and rear wheels; a suspension system, including a front suspension and a rear suspension, wherein the front wheels are connected to the frame via the front suspension and the rear wheels are connected to the frame via the rear suspension; the all-terrain vehicle further includes a stabilizer bar device, which is the stabilizer bar device described above, with both ends of the stabilizer bar device connected to the front suspension on both sides respectively, and / or, both ends of the stabilizer bar device are connected to the rear suspension on both sides respectively.

[0015] Compared with existing technologies, the stabilizer bar device provided in this application, by fixing or integrally molding the pneumatic-hydraulic cylinder with the housing, enables a more compact and simple structure, smaller size, and applicability to various vehicle models. Furthermore, integrating the pneumatic-hydraulic cylinder onto the housing improves the overall utilization rate of the housing. Simultaneously, this stabilizer bar device can create a larger difference in wheel vertical travel, thereby improving vehicle ride comfort and handling. Attached Figure Description

[0016] Figure 1 A structural schematic diagram of the all-terrain vehicle provided in this application.

[0017] Figure 2 A schematic diagram of the stabilizer bar device provided in this application.

[0018] Figure 3 An exploded view of the stabilizer bar device provided in this application.

[0019] Figure 4 A cross-sectional view of the stabilizer bar device provided in this application.

[0020] Figure 5 A cross-sectional view of the stabilizer bar device provided in this application from another perspective.

[0021] Figure 6 A cross-sectional view of the stabilizer bar device provided in this application from another perspective.

[0022] Figure 7 This is a schematic diagram of the claw disk provided in this application.

[0023] Figure 8 A schematic diagram of the chuck provided in this application.

[0024] Figure 9 The force analysis diagram provided in this application shows the interaction between the chuck and the jaw plate.

[0025] In the diagram, 101 is an all-terrain vehicle; 102 is a frame; 103 is a wheel; 104 is a front wheel; 105 is a rear wheel; 106 is a suspension system; 100 is a stabilizer bar device; 10 is a housing; 11 is a main housing; 12 is a first mounting body; 13 is a second mounting body; 14 is a third mounting body; 15 is an oil chamber; 16 is an oil passage; 161 is a first oil passage; 162 is a second oil passage; 1621 is an oil inlet; 1622 is an oil outlet; 163 is a third oil passage; 164 is a pressure measuring oil passage; 20 is a pneumatic-hydraulic cylinder; 21 is a pneumatic-hydraulic chamber; 22 is an air nozzle. 23. Piston unit; 30. Chuck; 31. First protrusion; 32. Groove; 321. Side wall; 322. Bottom surface; 323. Top surface; 40. Claw disc; 41. Second protrusion; 50. First torsion bar; 60. Second torsion bar; 70. Solenoid valve; 71. Plug; 72. Pressure sensor; 73. Connecting shaft; 731. Step; 74. Gasket; 80. End cap; 81. First bearing; 82. Second bearing; 83. First oil seal; 84. Second oil seal; 85. First sealing element; 86. Second sealing element; 87. Third sealing element. Detailed Implementation

[0026] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0027] It should be noted that when a component is said to be "mounted on" another component, it can be directly mounted on the other component or may be interspersed with a component. When a component is said to be "set on" another component, it can be directly set on the other component or may be interspersed with a component. When a component is said to be "fixed to" another component, it can be directly fixed to the other component or may be interspersed with a component.

[0028] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. The terminology used herein in the description of the invention is for the purpose of describing particular embodiments only and is not intended to be limiting of the invention. The term "or / and" as used herein includes any and all combinations of one or more of the associated listed items.

[0029] Please see Figure 1The all-terrain vehicle 101 provided in this application includes a frame 102, wheels 103, and a suspension system 106. The wheels 103 include front wheels 104 and rear wheels 105; the suspension system 106 includes a front suspension and a rear suspension, with the front wheels 104 connected to the frame 102 via the front suspension and the rear wheels 105 connected to the frame 102 via the rear suspension.

[0030] Please see Figure 2 The all-terrain vehicle 101 also includes a stabilizer bar device 100, with both ends of the stabilizer bar device 100 connected to the front suspension on both sides, and / or, both ends of the stabilizer bar device 100 connected to the rear suspension on both sides. This stabilizer bar device 100 is generally used in the all-terrain vehicle 101, but can also be used in other vehicles that require protection against roll. The stabilizer bar device 100 is typically positioned between the two front wheels and / or the two rear wheels of the vehicle. The stabilizer bar device 100 can prevent excessive body roll caused by a large height difference between the axles of the two wheels 103, thereby increasing the stability of the vehicle.

[0031] Please see Figures 2 to 4 The stabilizer bar device 100 includes a housing 10, a pneumatic-hydraulic cylinder 20, a chuck 30, a claw plate 40, a first torsion bar 50, and a second torsion bar 60. The pneumatic-hydraulic cylinder 20 is fixedly connected to the housing 10 or integrally formed therein. The chuck 30 is at least partially installed inside the housing 10, and the claw plate 40 is installed inside the housing 10 and cooperates with the chuck 30. The first torsion bar 50 is connected to the chuck 30, and the second torsion bar 60 is connected to the claw plate 40. In a first state, the claw plate 40 is engaged with the chuck 30; in a second state, the claw plate 40 rotates relative to the chuck 30 and slides along the axial direction of the chuck 30.

[0032] The first torsion bar 50 and the second torsion bar 60 are located between the two front wheels and / or the two rear wheels of the vehicle, and are respectively connected to the wheels 103 on the left and right sides of the vehicle. In this embodiment, both the first torsion bar 50 and the second torsion bar 60 are L-shaped, which allows relative rotation between the chuck 40 and the chuck 30 when there is a height difference between the wheels 103 on both sides of the vehicle. At the same time, the arrangement of the first torsion bar 50 and the second torsion bar 60 requires less from the vehicle interface and is easy to install; the ends of the first torsion bar 50 and the second torsion bar 60 can be directly inserted.

[0033] It should be noted that the first state is the state where the stabilizer bar device 100 is not disconnected, and the vehicle is usually on a smooth road. The second state is the state where the stabilizer bar device 100 is disconnected, and the vehicle is usually on a non-smooth road.

[0034] In this application, the pneumatic-hydraulic cylinder 20 is fixedly connected to or integrally formed with the housing 10, making the stabilizer bar device 100 more compact and simple in structure, smaller in size, and applicable to various vehicle models. Furthermore, integrating the pneumatic-hydraulic cylinder 20 onto the housing 10 improves the integration utilization rate of the housing. Simultaneously, the stabilizer bar device 100 can create a larger difference in wheel vertical travel, thereby improving vehicle driving comfort and passability. In this embodiment, there is no need to install a delivery oil pipe to connect the pneumatic-hydraulic cylinder 20 to the housing 10, avoiding the possibility of twisting and expansion of the delivery oil pipe, thus improving vehicle driving comfort and passability. Moreover, the pneumatic-hydraulic cylinder 20 and the housing 10 occupy less space relative to the overall vehicle, facilitating layout and contributing to lightweight vehicle design.

[0035] Please see Figures 4 to 6 The housing 10 includes an oil chamber 15 and an oil passage 16, and the pneumatic-hydraulic cylinder 20 includes a pneumatic-hydraulic chamber 21. The oil chamber 15 is located on the side of the claw plate 40 away from the chuck 30, and the oil passage 16 is at least partially located above the oil chamber 15. The pneumatic-hydraulic chamber 21 is connected to the oil chamber 15 through the oil passage 16. By placing the oil passage 16 inside the housing 10, the structure of the stabilizer bar device 100 can be simplified, facilitating the stable flow of the oil. If the oil is transported through an external oil delivery pipe, the oil delivery pipe will have a certain expansion rate during use. Specifically, the oil chamber inside the housing is subjected to high pressure by the torsion bar. The high pressure relative to the initial oil pressure will cause the oil delivery pipe to expand, resulting in an actual increase in the volume of the oil chamber inside the housing. When the solenoid valve is closed at this time, the actual oil volume does not match the oil chamber volume, resulting in a blank stroke. This causes the first torsion bar and the second torsion bar to have some movement in the first state, i.e., the locked state, which does not meet the requirement that the first torsion bar and the second torsion bar should not move relative to each other when locked. Therefore, in this embodiment, by embedding the oil passage within the housing, the twisting and expansion of the oil delivery pipe are avoided. Furthermore, this makes the structure of the stabilizer bar device 100 more compact, reducing the space occupied by the stabilizer bar device 100.

[0036] The oil circuit 16 includes a first oil passage 161, a second oil passage 162, and a third oil passage 163. One end of the first oil passage 161 is connected to the oil chamber 15; one end of the second oil passage 162 is connected to the first oil passage 161; one end of the third oil passage 163 is connected to the second oil passage 162, and the other end of the third oil passage 163 is connected to the gas-liquid chamber 21. When the stabilizer bar device 100 is in the second state, the pawl 40 rotates relative to the chuck 30 and moves along the axial direction of the chuck 30. The oil in the oil chamber 15 can flow freely within the oil chamber 15 and the gas-liquid chamber 21 through the first oil passage 161, the second oil passage 162, and the third oil passage 163, so that the wheels on both sides 103 can independently adapt to their respective road conditions, thereby ensuring that all wheels can touch the ground simultaneously and improving the vehicle's passability and comfort under different road conditions. Furthermore, the oil passage 16 is simple to form, integrating each oil passage into the housing 10, which can improve the integration utilization of the housing 10 and greatly reduce the space occupied by the stabilizer bar device 100. At the same time, the oil cavity 15 and oil passage 16 are set inside the housing 10, and the lubrication effect of the oil can improve the service life of the internal parts of the housing 10, thereby making the movement of each component smoother.

[0037] Please see Figure 2 , Figure 5 and Figure 6 The housing 10 includes a main housing 11, a first mounting body 12, and a second mounting body 13. The pneumatic-hydraulic cylinder 20 is connected to the main housing 11, and the oil chamber 15 is located within the main housing 11. The first mounting body 12 is connected to the main housing 11, and a first oil passage 161 is located within the first mounting body 12. The second mounting body 13 is connected to the main housing 11, and a second oil passage 162 and a third oil passage 163 are at least partially located within the second mounting body 13. Thus, the structure of the housing 10 facilitates the machining of each oil passage and their interconnection, thereby ensuring the integrity and smooth flow of the oil passage 16.

[0038] Please see Figure 2 and Figure 6 The stabilizer bar device 100 also includes a solenoid valve 70, which is mounted on the second mounting body 13 and connected to the second oil passage 162. Specifically, the oil inlet 1621 of the second oil passage 162 is located on the side of the solenoid valve 70, and the oil outlet 1622 of the second oil passage 162 is located below the solenoid valve 70. The oil inlet 1621 is connected to the first oil passage 161, and the oil outlet 1622 is connected to the third oil passage 163.

[0039] When the stabilizer bar device 100 is in its first state, it does not require disconnection. At this time, the solenoid valve 70 is not energized and operates in a one-way manner, while the oil passage 16 is closed in reverse. The oil chamber 15 is filled with oil, which cannot flow freely. This allows the oil to provide continuous and stable pressure to the chuck plate 40, ensuring that the chuck plate 40 and the chuck 30 remain locked in a relatively fixed position. In this state, the first torsion bar 50 and the second torsion bar 60 do not rotate relative to each other due to the engagement of the chuck plate 40 and the chuck 30, thus ensuring the vehicle's stability on smooth road surfaces.

[0040] When the stabilizer bar device 100 is in the second state, the function needs to be disconnected. At this time, the solenoid valve 70 is energized and in the open state, the oil passage 16 flows bidirectionally, and the oil in the oil chamber 15 can flow freely. If the road conditions of the wheels connected to the first torsion bar 50 and the second torsion bar 60 are different, for example, if the vehicle is driving on road conditions with different degrees of roughness, there will be a certain height difference between the two wheels 103, causing relative rotation between the first torsion bar 50 and the second torsion bar 60, and thus relative rotation between the chuck 30 and the pawl 40. At this time, the pawl 40 can slide away from the chuck 30 along the axial direction of the chuck 30, and the pawl 40 generates axial movement so that the two wheels 103 can independently adapt to their respective road conditions, thereby ensuring that all wheels can touch the ground at the same time, improving the vehicle's passability and comfort under different road conditions.

[0041] Specifically, when the stabilizer bar device 100 is in the second state, as the vehicle travels from rough road conditions to smooth road conditions, the road conditions under each wheel tend to be the same, and the first torsion bar 50 and the second torsion bar 60 gradually return from a state of relative torsion to a state of no relative rotation. At this time, oil can flow from the gas-liquid chamber 21 through the third oil passage 163, the second oil passage 162, and the first oil passage 161 into the oil chamber 15. The oil can provide pressure to the pawl 40 in the direction of the chuck 30, pushing the pawl 40 to gradually return to its original position. The distance between the chuck 30 and the pawl 40 decreases until the chuck 30 and the pawl 40 are engaged and relatively fixed, thereby ensuring the stability of the vehicle when driving on smooth road conditions.

[0042] When the stabilizer bar device 100 is in its second state, as the vehicle travels from a smooth road to a rough road, there will be a height difference between the left and right wheels, and the first torsion bar 50 and the second torsion bar 60 will rotate relative to each other at a certain angle. At this time, the pawl 40 rotates relative to the chuck 30, and the pawl 40 can generate axial displacement, sliding away from the chuck 30. When the pawl 40 slides away from the chuck 30, the volume of the oil chamber 15 will be compressed. Since the oil passage 16 is in a bidirectional state, the oil can be pushed out of the oil chamber 15 as the volume of the oil chamber 15 is compressed. The oil in the oil chamber 15 enters the gas-liquid chamber 21 through the first oil passage 161, the second oil passage 162, and the third oil passage 163. This allows the two wheels 103 to independently adapt to their respective road conditions, thereby ensuring that all wheels can touch the ground simultaneously, improving the vehicle's passability and comfort under different road conditions.

[0043] Thus, the stabilizer bar device 100 provided in this application, through the arrangement of the chuck 30 and the claw plate 40, can actively control the opening and closing of the stabilizer bar device 100. The stabilizer bar device 100 can achieve self-locking and centering functions, and its energy consumption is almost zero, only used to open the solenoid valve 70 when using the disconnect function; it has high reliability, does not use a motor, and does not need to consider the risks of motor protection and motor stall. At the same time, the stabilizer bar device 100 can achieve an ultra-large rotation angle, forming a larger difference in wheel vertical travel, and realizing the function of real-time connection and disconnection, thereby greatly reducing costs, improving utilization, and enhancing the vehicle's passability and comfort under different road conditions.

[0044] Please see Figure 4 The stabilizer bar device 100 also includes a connecting shaft 73, which is at least partially installed inside the housing 10. One end of the connecting shaft 73 is sleeved on the chuck 30 and is rotatable relative to the chuck 30. A claw disc 40 is sleeved on the connecting shaft 73 and connected to it, and the claw disc 40 is slidable along the axial direction of the connecting shaft 73. The claw disc 40, the connecting shaft 73, and the housing 10 form an oil cavity 15, and the second torsion bar 60 is connected to the connecting shaft 73.

[0045] In this embodiment, the claw disc 40 and the connecting shaft 73 are connected by a sliding spline. The claw disc 40 can slide relative to the connecting shaft 73, but cannot rotate relative to it. The connecting shaft 73 can rotate relative to the housing 10 under the drive of the second torsion bar 60. The stabilizer bar device 100 is mounted on the frame 102 through the housing 10. In actual operation, the housing 10 will not rotate with the rotation of the first torsion bar 50 and the second torsion bar 60. The housing 10 is always fixed on the frame 102, which facilitates the fixation of the stabilizer bar device 100 position and will not interfere with other components during operation, thus ensuring the stability of the stabilizer bar device 100.

[0046] The stabilizer bar assembly 100 also includes a washer 74. A step 731 is formed at the end of the connecting shaft 73 near the chuck 30. The washer 74 is installed at the step 731. One end of the chuck 30 extends into the connecting shaft 73 and abuts against the washer 74. The washer 74, as an indirect contact element, prevents direct friction between the chuck 30 and the connecting shaft 73, thus preventing any impact on their torsional performance.

[0047] Please see Figure 7 and Figure 8 The chuck 30 has multiple first protrusions 31, with a groove 32 formed between adjacent first protrusions 31; the claw plate 40 has second protrusions 41, which can engage with the groove 32. Thus, the chuck 30 and claw plate 40 have simple structures and facilitate their positioning and engagement. In the first state, the second protrusion 41 engages within the groove 32, thereby achieving engagement between the claw plate 40 and the chuck 30. In the second state, the second protrusion 41 slides relative to the side wall 321 of the groove 32, gradually sliding away from or towards the groove 32.

[0048] Please see Figure 9 The sidewall 321 of the groove 32 and the bottom surface 322 of the groove 32 are set at an obtuse angle. This facilitates the sliding of the claw disk 40 away from the groove 32 when the claw disk 40 rotates, and enables the axial displacement of the claw disk 40.

[0049] Specifically, when the second protrusion 41 engages with the groove 32, the top surface 323 of the second protrusion 41 abuts against the bottom surface 322 of the groove 32. When the chuck 40 rotates relative to the chuck 30, the second protrusion 41 can slide along the side wall 321 of the groove 32, and the top surface 323 of the second protrusion 41 separates from the bottom surface 322 of the groove 32. When the wheels 103 on both sides of the vehicle travel on different road conditions, the chuck 30 and the chuck 40 frequently rotate relative to each other. Guided by the side wall 321 of the groove 32, the second protrusion 41 can move between the bottom surface 322 of the groove 32 and the top surface 323 of the first protrusion 31, which facilitates the rotation of the chuck 40, allowing the wheels 103 on both sides of the vehicle to independently adapt to different road conditions and ensuring that the wheels 103 on both sides can simultaneously touch the ground under different driving conditions.

[0050] The side wall 321 of the groove 32 can be an arc-shaped surface or a plane. In this embodiment, in order to facilitate force control, the side wall 321 of the groove 32 is preferably a plane, which is set at an obtuse angle with the bottom surface 322 of the groove 32. In this embodiment, in order to facilitate the force analysis of the claw disk 40, the included angle complementary to the obtuse angle is defined as α.

[0051] Please see Figure 9When the chuck 30 and the jaw disc 40 are engaged, the jaw disc 40 is subjected to pressure from the hydraulic fluid. When the jaw disc 40 needs to rotate relative to the chuck 30, the oil passage 16 is open, and the pressure from the hydraulic fluid can be ignored. At this time, the jaw disc 40 is subjected to a torsional force F that drives the jaw disc 40 to rotate. T As the chuck 40 slides along the side wall 321 of the groove 32 in a direction away from the chuck 30, the torsional force F... T Two component forces will be generated on the side wall 321 of the groove 32, namely the first component force and the second component force. The direction of the first component force is perpendicular to the side wall 321 of the groove 32, and the direction of the second component force is parallel to the side wall 321 of the groove 32. The first component force is F. T sinα, the second component force is F T cosα. When the second protrusion 41 slides along the side wall 321 of the groove 32, the second protrusion 41 generates a frictional force F with the side wall 321 of the groove 32. f The frictional force F f The direction is parallel to the side wall 321 of the groove 32, and the force is only greater than the frictional force F in the direction parallel to the side wall 321 of the groove 32. f Only when the chuck 40 and the jaw 30 can slide relative to each other, that is, only then can the jaw 40 rotate. Therefore, the condition for the jaw 40 to rotate needs to be satisfied: F T cosα>F f Due to frictional force F f =μF N F N =F T sinα, where μ is the sliding friction coefficient of the claw disk 40, can be further obtained as: μF T sinα <F T cosα, that is, when At this time, the claw disk 40 can be rotated.

[0052] The claw disk 40 is subjected to torque from the second torsion bar 60, which can be calculated based on the input torque of the second torsion bar 60 and the effective radius of the claw disk 40.

[0053] Please see Figure 2 and Figure 5 The stabilizer bar device 100 also includes a plug 71, which is mounted on the second mounting body 13 and connected to the first oil passage 161. The plug 71 can be used for venting and replenishing fluid; fluid can be replenished by opening the plug 71.

[0054] Please see Figure 2 , Figure 5 and Figure 6The housing 10 also includes a pressure measuring oil passage 164 and a third mounting body 14. The third mounting body 14 is located on the side of the first mounting body 12 away from the second mounting body 13 and is connected to the main housing 11. One end of the pressure measuring oil passage 164 is connected to the gas-liquid chamber 21, and the other end of the pressure measuring oil passage 164 is connected to the interior of the third mounting body 14.

[0055] Please continue reading. Figure 2 , Figure 5 and Figure 6 The stabilizer bar assembly 100 also includes a pressure sensor 72. The pressure sensor 72 is mounted on the third mounting body 14 and connected to the pressure measuring oil passage 164. The pressure sensor 72 can detect changes in oil pressure on both sides of the stabilizer bar assembly 100, ensuring the normal operation of the oil passage 16 and serving as a basis for fault diagnosis.

[0056] In this application, the solenoid valve 70, plug 71, pressure sensor 72, air-hydraulic cylinder 20, oil circuit 16, etc. are all integrated on the housing 10. The housing 10 has a high utilization rate, making the structure of the stabilizer bar device 100 more compact and greatly reducing the volume of the stabilizer bar device 100, so as to be better applied to various vehicle models.

[0057] In one embodiment, the solenoid valve 70, plug 71, and pressure sensor 72 are all connected to the housing 10 via insert fittings. The pneumatic-hydraulic cylinder 20 is also first inserted into the housing 10 and then secured by a locking component. Thus, by using insert fittings, the assembly and disassembly of the stabilizer bar device 100 are simplified, and maintenance is convenient.

[0058] In this embodiment, the main housing 11, the first mounting body 12, the second mounting body 13, and the third mounting body 14 are integrally formed. The overall structure formed by the main housing 11, the first mounting body 12, the second mounting body 13, and the third mounting body 14 has higher structural strength and saves installation time, as they do not need to be assembled separately.

[0059] Please see Figure 3 The pneumatic-hydraulic cylinder 20 is also equipped with an air nozzle 22 and a piston unit 23. The air nozzle 22 is screwed into the top of the pneumatic-hydraulic cylinder 20 and can supply air. The air pressure inside the pneumatic-hydraulic cylinder 20 causes the pneumatic-hydraulic cylinder 20 to supply liquid to the inside of the housing 10, ensuring that the oil in the oil chamber 15 inside the housing 10 is always sufficient. The piston unit 23 is located in the pneumatic-hydraulic chamber 21 and can reciprocate along the axial direction of the pneumatic-hydraulic cylinder 20. The pneumatic-hydraulic cylinder 20 can provide the opening pressure required for the solenoid valve 70 to open, compensate for minor leaks in the hydraulic circuit, and provide a constant pressure oil source to the oil circuit 16.

[0060] Please see Figure 4The stabilizer bar device 100 also includes an end cap 80, a first bearing 81, and a second bearing 82. The end cap 80 is installed at the end of the housing 10 near the chuck 30; the first bearing 81 is sleeved on the chuck 30 and located between the chuck 30 and the end cap 80; the second bearing 82 is sleeved at the end of the connecting shaft 73 away from the chuck 30 and located between the jaw plate 40 and the housing 10. The main functions of the first bearing 81 and the second bearing 82 are to support the connecting shaft 73 and the chuck 30 and enable rotation, reduce the coefficient of friction between the connecting shaft 73 and the chuck 30 during movement, ensure rotational accuracy, and significantly reduce frictional losses and surface wear between the connecting shaft 73 and the housing 10, and between the chuck 30 and the end cap 80.

[0061] The stabilizer bar assembly 100 also includes a first oil seal 83 and a second oil seal 84. The first oil seal 83 is sleeved on the end of the chuck 30 away from the jaw plate 40 and is located between the end cover 80 and the chuck 30. The second oil seal 84 is sleeved on the end of the connecting shaft 73 away from the chuck 30 and is located between the housing 10 and the connecting shaft 73. The first oil seal 83 and the second oil seal 84 can prevent oil leakage and reduce friction loss, thereby improving the reliability of the connecting shaft 73 and the chuck 30.

[0062] The stabilizer bar device 100 also includes a first seal 85, a second seal 86, and a third seal 87. The first seal 85 is installed between the housing 10 and the connecting shaft 73; the second seal 86 is installed between the claw disc 40 and the housing 10; and the third seal 87 is installed between the connecting shaft 73 and the claw disc 40. In this way, the oil cavity 15 can be sealed in all directions to prevent oil leakage. The first seal 85, the second seal 86, and the third seal 87 can all be sealing rings.

[0063] Those skilled in the art should recognize that the above embodiments are merely illustrative of the present invention and are not intended to limit the present invention. Any appropriate changes and variations made to the above embodiments within the essential spirit of the present invention fall within the scope of protection claimed by the present invention.

Claims

1. A stabilizer bar device, characterized in that, include: case; A pneumatic-hydraulic cylinder, wherein the pneumatic-hydraulic cylinder is fixedly connected to the housing or integrally formed therefrom; A chuck, at least partially mounted within the housing; A claw disc, which is installed inside the housing and cooperates with the chuck; A first torsion bar, which is connected to the chuck; The second torsion bar is connected to the claw disk; In the first state, the claw disk is engaged with the chuck; in the second state, the claw disk rotates relative to the chuck and slides along the axial direction of the chuck. The housing includes an oil chamber and an oil passage. The pneumatic-hydraulic cylinder includes a pneumatic-hydraulic chamber. The oil chamber is located on the side of the claw plate away from the chuck. The pneumatic-hydraulic chamber is connected to the oil chamber through the oil passage. The stabilizer bar device also includes a solenoid valve. The solenoid valve is installed in the housing and connected to the oil passage. In the first state, the solenoid valve is unidirectionally open and the oil passage is closed in the reverse direction. In the second state, the solenoid valve is open and the oil passage flows bidirectionally. The chuck has multiple first protrusions, with a groove formed between adjacent first protrusions; the claw disc has second protrusions that engage with the grooves, the sidewalls of the grooves forming an obtuse angle with the bottom surface of the grooves, and the angle complementary to the obtuse angle is defined as α. The sliding friction coefficient of the claw disc is μ; in the second state, α and μ satisfy: tanα < .

2. The stabilizer bar device according to claim 1, characterized in that, The oil passage is at least partially located above the oil cavity.

3. The stabilizer bar device according to claim 2, characterized in that, The oil circuit includes: A first oil passage, one end of which is connected to the oil cavity; The second oil passage, one end of which is connected to the first oil passage; The third oil passage has one end connected to the second oil passage and the other end connected to the gas-liquid chamber.

4. The stabilizer bar device according to claim 3, characterized in that, The housing includes: The main housing is connected to the gas-liquid cylinder, and the oil chamber is located inside the main housing. A first mounting body is connected to the main housing, and the first oil passage is located within the first mounting body; The second mounting body is connected to the main housing, and the second oil passage and the third oil passage are at least partially located within the second mounting body.

5. The stabilizer bar device according to claim 4, characterized in that, The housing also includes a pressure measuring oil passage and a third mounting body. The third mounting body is located on the side of the first mounting body away from the second mounting body and is connected to the main housing. One end of the pressure measuring oil passage is connected to the gas-liquid chamber, and the other end of the pressure measuring oil passage is connected to the interior of the third mounting body. The stabilizer bar device further includes: The solenoid valve is mounted on the second mounting body and connected to the second oil passage; A plug, which is mounted on the second mounting body and connected to the first oil passage; A pressure sensor is mounted on the third mounting body and connected to the pressure measuring oil passage.

6. The stabilizer bar device according to claim 2, characterized in that, The stabilizer bar device further includes: A connecting shaft is at least partially installed inside the housing, and one end of the connecting shaft is sleeved on the chuck and is rotatable relative to the chuck; a claw disk is sleeved on the connecting shaft and connected to the connecting shaft, and the claw disk is slidable along the axial direction of the connecting shaft; The claw disc, the connecting shaft, and the housing form the oil cavity, and the second torsion bar is connected to the connecting shaft.

7. The stabilizer bar device according to claim 6, characterized in that, The stabilizer bar device further includes: An end cap, the end cap being mounted on one end of the housing near the chuck; A first bearing is sleeved on the chuck and located between the chuck and the end cap; The second bearing is sleeved on the end of the connecting shaft away from the chuck and is located between the claw plate and the housing; A first oil seal is fitted onto the end of the chuck away from the jaw disc and is located between the end cover and the chuck. The second oil seal is sleeved on the end of the connecting shaft away from the chuck and located between the housing and the connecting shaft.

8. The stabilizer bar device according to claim 6, characterized in that, The stabilizer bar device further includes: A first seal is installed between the housing and the connecting shaft; A second seal is installed between the claw disc and the housing; A third seal is installed between the connecting shaft and the claw disc.

9. An all-terrain vehicle, comprising: Frame; Wheels, the wheels including front wheels and rear wheels; A suspension system, comprising a front suspension and a rear suspension, wherein the front wheels are connected to the frame via the front suspension and the rear wheels are connected to the frame via the rear suspension; The all-terrain vehicle is characterized in that it further includes a stabilizer bar device, which is the stabilizer bar device described in any one of claims 1 to 8 above, wherein the two ends of the stabilizer bar device are respectively connected to the front suspension on both sides, and / or the two ends of the stabilizer bar device are respectively connected to the rear suspension on both sides.

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